Engine-speed-regulating carbureter



VC. L. RAYHELDi ENGiNE SPEED REGULAUNG Gmus.

Apn'mmon mab sEPTfB. 19H.

famed May 24,1921.

"il it CHARLES Il. RAYFKELD, 03? CHICAGO, LLINOS.

l linemnsrnnnnne-ona'rino oasi-inneren.

Specification of Letters Patent.

Patented May 24, 1921.

Application tiled September 8, 1917. Serial No.v1'90,326.

To afl who/n 'ma- Q] concem.'

provide a means'ot fuel control that is automatic lly opera-ble by instrumentalities controlled by the usual engine funetional ell'ects whereby to prevent the main or power shaft ot an engine from exceeding a predetermined speed et rotation.

.A proper embodiment ot my device is especially adaptable for use with trucks and other large, relatively ponderous ve-A hicles, whereby a full liow oi' 'fuel to the cylinders of the engine, when the engine is fully-loaded, is permissible to produce max` imiun effort at any speed within the predetermined limit at which the device may vbe sot and klocked and which will not permit speed in excess of the limit when the engine is running idle, as when the vehicle is not limded.;

ln carrying my invention into elfe-ct I provide a carburetor in which the quality ot the mixture is practicably constant and in which 'the volume of the charge, taken into the cylinders o'i theengine is controlled aiiitomatieally, by the engine suction eilect. rllhe suction effect being adapted to operate the carbnreter, modilied by a speed responsive device operable by' the engine.

ther and further objects of my inven ,y

tion will become readily apparent to persons skilled in the art from a consideration of the following description when taken in conjhlnctifm with the drawings, wherein :-m

Figure l is a plan View showing parts in section, of a carburetor and speed respon sive device.

Fig. 2 is a tansvcrse section taken on line 2--2 ot Fig. l. l i

lin both views the same reierence characters are employed to indicate similar parts.

ln the specitic embodiment illustrated by the accompanying drawings, 5 is a carbnroter olthc llaylicld type, as Jr'ully dis closed in an application tiledby Charles i. ll-ayl'icldfon 'the llst :lay oll June, i917, identified by Seria-l No. 17(5,l8 ln this form ot earbureter a bellows diaphragm structure similar to the 'diaphragm 6 has its free end connected to l/the valves of the inst rument so that the axial movement of the dlaphragm serves to Open and close the valves to vary the volume of the charge. The increased suction of the engine tends to collapse the diaphragm Y6 somewhat, to a greater or less extent, thereby correspondingly opening the valves, Whereas the valves will likewise be closed by a. connter-aeting spring when the suction ellect produced by the` engine is decreased in its action:y

n the carbureter shown inthe yaforesaid application, is a casing ot thearburetr and 57 is a easing for the fuel control means, iin-losing an axially contractile member, g or airtight bellows diaphragm 6. The dia phragm structure 6 has one of its ends fixed to a hub 59, on the casing 5T, any suitable. means. ln. the present instance it is shown as secured to a threaded nut 60 which is screwed upon the threaded hub 59. The wall 61 of the contractile diaphragm structure is therefore relatively stationary, while the other extreme wall 62 is capable ot axial. movement and is connected to a hollow piston 63, as by a threaded nut 64,

or otherwise. The air-receiving chamber 65, of the carbureter, is tapered at its discharge end, as at 66, and is provided with an `alleadmitting. opening 67. The piston 63 is capable of axial movement in an elongated hollow, inwardlyextending hub, or cylinder part G8, which is shown as an integral part oi the casing 5. Secured to the piston 63, as at 69, .is a fuel controlling needle valve 70. The needle valve is contained in an axial opening 7l, in the hollow piston and moves with or as a part of the piston. An arm 72 extends from the Ywall of the easing 5 toward the axis ot' the discharge opening in the casing and supports Aa hollow, inwardly and outwardly tapered lined tube 73, which is preferably screwed into the end of the hollow arm, as at Tel. The tapered exterior surface of the tube lits in a similarly tapered axial open ing in the piston 78. AThe 'interior of the tube 73 communicates with the fuel Chaniber in the lloat-containing casing 56, by-a conduit or passage-Way 75. The outer, free end ot the piston 63 is provided with a laterally expanded part, forming a head '76, whichV serves as an air valve, for controlling the air valve portd 77, to a greater or less extent. The head, or valve T6, never at any time entirely closes the port TT, as shown.

bil

"lll'heu the air valve 76 is drawn inwardly, in the tapered end G6 ot the casing 5, the annular opening thus provided around the valve is ot larger area, because the Valve 7G has now been moved into a position Where the diameter ot the opening 66 is larger than the diameter of said opening in the transverse plane in which it is located, When the latteris in substantial closed position. y'lhe hollow hub 68 is annularly counter'- bored. as at 78, to provide an air space thrmigh which air may pass from the transverse openings 7S). in the hub 68. Openings permit the air thus admitted, to enter the soave i' 1, around the needle valve 70. A spring S2 surrounds the piston 63 and the huh 68, oneend of which abuts against the rali 38 and the other end against the inner `surface of the valve To, thus tending to hold the air valve 7G in closed position, and the diaphragm structure 58 expanded, at

.y the Sametime maintaining the fuel Valve i8-70-78 more 'nearly but not quite closed, to shut olii' the supply of liquid fuel from 4the Ylloat chamber in which it is contained,

to greater or less extent.

.in my improved device a conduit 7 cornmui'iicates with the end of the carburetor 5, and is open to the suction effect produced by the engine. It communicates with the in terior of the bellows diaphragm 6, through this conduit, a port 8 and an axialopening 9. The conduit, or opening 9, is controlled by a needle valve 10, which is connected to the tree end of another bellows diaphra m 11, as at 12. The needle valve 11 is gui ed in the hub 13 sothat it will always move in au axial path in response to contraction or expansion of the diaphragm 11. A. hleeder port 14 is controlled by the set screw 15 to modify the effect of the suction, produced by the engine, upon the diaphragm G.

rllhe open helical spring 16 normally contracts the diaphragm 1.1 and retractsthe needle valve 10, so to leave the port 9 open to the `fullest extent, wheuthe diaphragm-11 not ail'eeted by the operation of the exi-- gine. The tension of spring 16 ma f be adjusted by the adj ustahle nut 17 and c leek nut 18 that are movable axially upon the threaded huh 21,. rlhc innery casing 19 is provided with a pluraliigj,T of legs 20, 21,22

` and 23 leaving corresponding'openings 24:

between the respectiie legs, so as to render .the nuts 1T and lo accessible to adjust the tension ot the. siiring lo. An outer casing 25 is provided with similar legs v26, 27, 28 and 29, somewhat larger in circumferential extent than the legs of the inner casing, so as to bridge the openings 2/lbetween the legs ot the inner casing when the casing 25 is rotated 'for 'the purpose. rlfhe rotatable casing 29 is provided with a projection 3C,

perforated, as .at 31, which adapted to register with another projifection 32 haring a perforation 33 and fixed to a stationary part of the structure. A lock or seal may he passed through the registering pertoras. c tions 31 and 33 so as to hold the outer casing in the position shown inFig. 2 to render the interior adjustable mechanism inacccssible by unauthorized persons. 35 is a pump 'for the circulation of the cooling Water ot' 75 an automobile, connected by pipes 36 and 37, for completing 'the circulation of the water through the cylinder jackets and the radiator 28. The pressure produced by the pump 35, is practicably proportional to the :5o speed of the engine. The. pipe 36 is con n'ected to the bellows diaphragm 11 by a branch pipe 39, so as to communicate the effect of the liquid pressure in the pipe 2h] to the bellows diaphragm, to axially extend 'fsf it against the resisting iniuence ot' the spring 16 when the pressure Within the' m.- ter system has been increased, by the speed of the engine, sufficiently to close the valve 10, in its port 9 to a greater or less extent, to reduce the effect ot' the diaphragm o in. operating the fuel valves oit the carburetor 5.

The effect of the carbureter 5 may also he Varied by e needle valve ft), operable manually by a hand lever 41, 'the effect ol which is to close or restrict the port 42 in the conduit 7, so as to modify the suction effect produced by the engine upon the expansible and contractible diaphragm 6.

The suction effect produced by the engine upon the initial rotation of its shaft, therefore, Will be maximum, if the manual valve 40 be open, and will cause the diaphragm 6 to becontracted to its fullest extent, thereby opening the fuel and air valves inthe carburetor 5. Upon rotation of the engine shaft the cooling Water will beginV to circulate in the Water system including the pipes 3G, 37, the engine cylinder, the radiator 38 and the pipe 39, thereby imparting,r consider- 11u able internal pressure to the bellows diaphragm 11 moving the free end axially against the resilient effect of the spring 1G, and closing the valve port 9, by the needle valve 16, to a greater or less extent, in accordance with the pressure then exist ing in the said Water system. Should the engine begin to run at a relatively high speed, the pressure in the. water system will he increased to such an extent that the diaphragrn 11, will be expanded and the port 9,

controlling the opening into the diaphragm Leven@ maintained by the piessure speed responsive device 43,t'lie lever #il of' the needle valve may be manually operated to close the port 42, io u greater or less extent, thereby correspendinglT shutting oil the eieet of the snesion upon ille bellows diaphragm 6.

lllfliile l he've lieiein shown e single ein-f bodii'nenlJ of my inveniion, for the purpose of Clear disclosure, ile is manifest to persons Skilled in the nrt, that many changes be mede in the vgeneral forni and arrange ment of the parte, Within the scope of the appended claims.

Having described my' invention, what l claim isz-- y l.. A eerbureter having a fuel nozzle; n. valve, operable by snetion eilect of the engine for controlling the nozzle; e sub-et mosplieiie motor responsive to the suction eifeet of the engine controlling seid valve; another valve lo vey the effect of the engine upon said inotoi and e speed variable ineens controlling the letter valve.

.d eziibnreei' having e fuel nozzle; e valve operable by the suction el'eet of tbe nozzle; en. expensible diaphragm movable in response to the suction eil'eei of the engine for controlling seid valve; anotliei' y'ulve eonti'olling the eiieet of ehe engine on seid die inneemt another dieJ )lnzie'm com e nnn'iieeiing Wili e fluid medium nioved by the engine io control the letter valve 3. A mibni'eiei having :i fuel nozzle and en nir admitting port; a bellows diaphragm having; a, por.; and operable in one direction by the suction effeeiI of the engine; u spiing to move it in the opposite direction; :L valve for said nozzle and :2. Valve for seid air niitting port, movable by said diaphragm; a valve controlling said diaphragm portand Ineens responsive to variation oi engine speed for moving che diaphmgmeontrolling valve.

In testimony whereof I hereunto; selJ my bend.

CHARLES L. RAYFELD 

